Side propellers for the propulsion of fast boats and aircraft

ABSTRACT

A propeller hub rotatable about an axis is provided with a plurality of airfoil surfaces peripherally arranged about the axis and defining a first pitch angle that is acute and adjustable with respect to the tangent on the circular arc described by rotation of the airfoil surface as seen in a plane perpendicular to the axis, and further by a second pitch angle being acute and ajustable and measured with respect to the axis of rotation within a plane containing the axis of rotation. Peripherally adjacent airfoil surfaces may have their first pitch angles oppositely oriented and second pitch angles oppositely oriented to respectively propel fluid inwardly and outwardly with respect to the axis of rotation. The air foil surfaces may be directly connected to the hub and extend conically outward or connected to the hub by means of arms that may be angled airfoil surfaces functioning as conventional screw propellers. The hub may be mounted coaxially adjacent a counter rotating screw.

BACKGROUND OF THE INVENTION

The present invention relates to propeller drive systems for bodiestraveling through a fluid medium, such as fast boats and aircraft. Inparticular, the invention relates to propellers having blades mountedsubstantially parallel to the axis of rotation of the propeller shaft,in contrast to conventional screw-type propellers in which the bladesare mounted radially with respect to the propeller shaft axis.

THE PRIOR ART

A variety of methods have been employed in the past for propelling largebodies through a fluid medium, such as resistance propulsion and liftpropulsion.

Resistance propulsion, such as that given by bucket wheels, is basedupon impulses acting in the direction opposite to the travelingdirection of the moving body. Lift propulsion, for example that given bya conventional screw-type propeller, requires movement transverse to thetraveling direction of the body, which results in forward thrust lift.

Limited transverse movement, however, such as that of the oscillation ofpropeller blades, causes at the blade tips a substantial spoiling lossdue to deflection of the fluid medium in the region of the blade tip,and for this reason, screw-type propellors are not extremely efficientat high speeds.

Bernoulli published in 1752 an essay on endless transverse movement byrotation. Hydrodynamically, he established the principle that forwardthrust energy is produced by the acceleration of water toward the rear.But it was not until 1826 that, with the employment of the steam engineas ship propulsion, the ship propeller as known today was successfullydeveloped.

In modern times, the screw-type propeller has been analogously appliedfor aircraft propulsion in air, which is 850 times lighter than water.Only at very high speed is the conventional screw-type propellerinsufficient for driving ships and airplanes. This is becauseconventional screw propellers, in comparison with the present invention,present the disadvantage that their efficiency decreases at increasedflying speed or traveling speed, because the air or the water medium inthe propeller blade area is excessively accelerated or agitated. Withtheir radially pivoted blade shapes, conventional propellers foraircraft and ships fail at the borderline of high speed because they canengage the fluid medium only within the cylinder "jacket" of the mediumwhich circumscribes the area traversed by the blades. Therefore, themedium is agitated to a disproportionate extent and losses occur whichreduce the effective propulsion force.

A conventional screw propeller is effective at relatively low travelingspeeds of the body through the fluid medium, but begins to loseeffectiveness as the body's traveling speed through the fluid mediumincreases. This is true whether such propellers are mounted in front of,beside, or behind an aircraft fuselage or a ship body.

SUMMARY OF THE INVENTION

It is accordingly an object of the invention to provide a propeller fordriving a body through a fluid medium, which overcomes the disadvantagesof the prior art.

It is a further object of the invention to provide such a propellerwhich will accelerate a relatively large air mass radially outward orinward with respect to the propeller shaft, whereby the spoiling lossesand noise generation connected with deflection of the fluid medium in adirection transverse to the traveling direction of the moving bodyremains small.

It is a further object of the invention to provide a propeller blade inwhich the circumscribed cylinder of medium which is traversed by thepropeller increases with an increasing forward speed, whereby the radialacceleration of the engaged medium becomes so small that turbulencesresulting in propulsion losses are minimized.

In furtherance of these and other objects of the invention, a sidepropeller is provided in which blades or end plates are supportedsubstantially tangentially to a cone or cylinder which is coaxial to thepropeller shaft axis. The side propeller in one embodiment isconstructed so as to support end plates which are set at angles relativeto a tangent to the propeller circle as well as to the propeller shaft,the angles being set for maximum efficiency. The end plates aresupported from the propeller shaft by radial end plate supports, whichare preferably streamlined to act as conventional screw-type propellerblades.

In one embodiment of the invention which utilizes end plates, the endplate supports may be pivoted, much like conventional variable-pitchpropellers, in such a way that the pitch angles of the end platesupports are adjusted for optimum efficiency at small forward speeds.The end plate supports may be repositioned for optimum efficiency athigh speed.

In an alternative embodiment, side blades are fastened directly to thepropeller hub and are predominantly parallel to the axis of rotation ofthe propeller assembly. Such side blades are set at an angle relative toa tangent to the propeller circle as well as at an angle relative to thepropeller shaft axis. The angle relative to the propeller shaft axis maybe increased for operation at low speed so that the propeller bladeswill act as conventional radially positioned propeller blades. At highspeed, the blades are repositioned so that they make a smaller anglewith respect to the propeller shaft axis.

In one embodiment of the invention utilizing end plates as describedabove, the plates may be arranged so that successive plates have reversepitch angles relative to the propeller circle tangent. The successivelyalternating pitch of the adjacent end plates will produce fluid pressureradially outwardly and radially inwardly at adjacent plates, which wouldhave the effect of balancing the radial mass acceleration of the engagedmedium. The alternation of pitch angle may also be present with respectto the shaft axis.

In yet another embodiment of the invention, the end plates set atdifferent angles with respect to one another may be combined to form aclosed side ring about the hub.

In a further embodiment of the invention, contra-rotating sidepropellers may be coaxially mounted or one side propeller may cooperatewith a contra-rotating conventional, radial propeller in order to absorbthe portion losses of the outflow from the side propeller.

Further details and objects of the invention will become apparent tothose skilled in the art in view of the following description of thedrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front view of a side propeller according to the presentinvention with the end plates 4 stern mounted upon a body to bepropelled through a fluid medium;

FIG. 2 is a cross sectional view taken along line II--II of FIG. 1 andshowing line I-I along which the cross-section of FIG. 1 was taken;

FIG. 3 shows a partial side view of a side propeller according to adifferent embodiment in which end plates are provided having pitchangles which successively alternate with respect to the side propellershaft axis;

FIG. 4 shows a cross sectional view taken along line IV--IV of the sidepropeller of FIG. 3;

FIG. 5 is a partial side view of a side propeller according to a furtherembodiment of the present invention in which blade parts have pitchangles successively alternating with respect to the propeller circletangent;

FIG. 6 is a partial cross sectional view taken along line VI--VI of FIG.5;

FIG. 7 shows a partial side view of a further embodiment of the presentinvention in which successive blade parts have alternating reverse pitchangles and are connected together to form substantially a cylinder;

FIG. 8 is a partial cross sectional view taken along line VIII--VIII ofFIG. 7;

FIG. 9 illustrates the use of a conventional screwtype propellercoaxially aligned with and contra-rotating with respect to a sidepropeller having end plates;

FIG. 10 shows a front view of a side propeller according to a furtherembodiment of the present invention with end plates for stern mountingupon a body to be propelled through a fluid medium;

FIG. 11 is a side view of the side propeller according to FIG. 10;

FIG. 12 is a front view of a side propeller according to a furtherembodiment of the present invention with side blades for mounting uponthe bow of a body to be propelled through a fluid medium, according to afurther embodiment of the present invention;

FIG. 13 is a side view of the side propeller shown in FIG. 12;

FIG. 14 is a perspective view of the side propeller according to FIGS.10 and 11; and

FIG. 15 is a perspective view of a side propeller constructed accordingto FIGS. 7 and 8.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIGS. 1 and 2 illustrate a side propeller according to the presentinvention in which shaped arms 230 maintain the propeller blades 232 ata predetermined distance from the aircraft or floating body 228. Theprofile shape of the shape arms contributes, as in conventionalscrew-type propellers, to the propeller thrust.

Hub 228 has shaped arms 230 which maintain blades 232 at a pitch angle234 relative to the tangent on the propeller circle and at pitch angle236 relative to the propeller shaft axis. While one blade is maintainedat angle 234 relative to the tangent on the propeller circle, theadjacent blade is maintained at angle 238, which represents a reversepitch angle to that of angle 234. Thus, lateral pressure 240 acts on oneblade while lateral suction 242 acts on the adjacent blade due tosequential pitch reversal from blade to blade. Correspondingly, pitchangle 236 relative to a parallel to the propeller shaft of one blade isreversed to form angle 248 at an adjacent blade. As a result, the fluidthrust 250 takes place in the rearward direction. The reversal of bothpitch angles from one blade to the next results in forward thrust 11being produced by all blades.

FIGS. 3 and 4 show a side propeller in which shaped end plates aresupported from a hub 264 by end plate supports 266. Each end plate hasblade parts 252, 254. Blade part 252 is, in the traveling direction 258,the rear part of the end plate and blade part 254 is the front part ofthe end plate. In a manner analogous to that described above withrespect to FIGS. 1, 2, propeller thrust 256 in the traveling directionis produced, in which process the rear blade part 252 utilizes theoutflow of accelerated fluid medium from the front blade 254. As isshown in FIG. 4, the blade parts 252 and 254 produce alternatinglyinwardly and outwardly directed lateral forces 260 and 262, in whichprocess the rear blade part 252 utilizes the transversal flow of fluidmedium from the front blade part 254.

In FIGS. 5 and 6 is shown a side propeller with shaped end platesfastened to hub 264 via end plate supports 266. Blade part 268, which isthe front portion of the blade when the propeller rotates in thecounterclockwise direction 270, and the blade part 272, which is in thiscase the rear blade part, will produce propeller thrust 274 in thetraveling direction. As shown in FIG. 6, blade parts 268 and 272 producealternatingly inwardly and outwardly directed lateral forces 276 and278, respectively. It is to be understood in FIGS. 3-6 that the endplate supports 266, as with the shaped arms 230 of FIGS. 1 and 2, may beaerodynamically shaped to aid in forward thrust in the fashion of aconventional screw-type propeller.

FIGS. 7 and 8 show a modified form of the side propeller of FIGS. 3-6,wherein the side propeller end plates are extended so that each bladecontacts the adjacent blades to form a closed side ring. Blade parts 282and 284 correspond to parts 252 and 254 of FIGS. 3 and 4 and parts 268and 272 of FIGS. 5 and 6, and perform the same function of providingforward thrust by having adjacent blades arranged with reverse pitch.The embodiment of FIGS. 7 and 8 has, of course, the advantage of greaterrigidity of the blades since each blade is supported by contact with theadjacent blades. In addition, it is possible to utilize a lesser numberof end plate supports 266 for maintaining the closed ring 286 coaxiallywith hub 264, thereby increasing still further the propulsion efficiencyin the fluid medium.

In FIG. 9 is shown a conventional radial drive screwtype propeller 290which contra-rotates in front of a side propeller. Due to the relativelysmall rotational speed of the side propeller, in relation to theconventional propeller, the profile pitch angle 302 of the end platesupport 304 is larger than the profile pitch angle 292 of conventionalpropeller 290. The conventional screw-type propeller 290 rotates in theclockwise direction 288, the effective pitch angle 292 between thepropeller plane 294 and the profile longitudinal axis 296 correspondingto the sum of the pitch of a screw in solid work material and the slipdue to the elasticity of the fluid medium.

Side propeller 300 rotates in the counterclockwise direction 298, andthe effective pitch angle 302 of the shaped arm 304 increases, on theone hand due to the outflow from the screw propeller 290 and on theother hand due to the substantially smaller rotational speed of the sidepropeller 300. The effective pitch angle 306 of side propeller blade 308relates to the propeller shaft axis, rather than to the propeller plane294, as is the case with the conventional screw-type propeller. This isdue on the one hand to the smaller speed of rotation of the sidepropeller with respect to the rotational speed of the conventionalpropeller, and on the other hand to the small slip transversally to thetraveling direction 310. At relatively high flying speeds or travelingspeeds through the fluid medium, the effective pitch angle 306 thereforeremains very small for the side propeller, while the propulsive forcebecomes very great.

FIGS. 10 and 11 show a side propeller arrangement in which end platesupports 312 are pivotally mounted on propeller hub 314. The end platesupports 312 have a profile shape similar to that of a conventionalscrew-type propeller so as to support the propulsion provided by endplates 316 mounted on the end plates supports 312. End plates 316 areset at an angle 318 with respect to tangents on the propeller circle andare also set at an angle 320 relative to parallels to the propellershaft axis. For starting propulsion at low traveling speed, the endplate supports 312 may be pivoted so as to adjust angle 322. Anadjusting rod system 324 may be moved fore and aft as shown at 326 inorder to modify the amount of propulsive force provided by the sidepropeller. The adjusting rod 324 is shown pivotally mounted at 330 tocrank 332, which is in turn pivotally mounted with end plate support 312at 334. Although the system shown represents a crude mechanical systemfor adjusting the effective pitch angle 322, it will be understood bythose skilled in the art that any type of conventional variable-pitchadjusting means may be substituted therefore.

The pitch of end plate supports 312 is preferably maintained at an anglewhich provides optimum efficiency for a given traveling speed of thebody to be propelled through the fluid medium in the traveling direction328.

Conventional screw-type propellers with relatively small effective pitchangles present the very notable disadvantage of large grid losses, dueto the fact that the propeller blades which succeed in the rotation willoperate very closely behind the preceeding blade. The fluid engaged bythe succeeding blade will already be accelerated by the preceedingblade. Thus, the efficiency of a conventional screw-type propeller isnot as great as is desirable. Grid losses in side propellers, however,become much less significant because predominantly radially exerted sideforces are acting upon the surrounding medium. In addition, sidepropellers present the advantage that the number of revolutions requiredto obtain equivalent thrust is reduced by a factor of approximately 7,according to the calculations of the inventor. This reduction inrotational speed of the propeller in order to obtain an equivalentamount of thrust results in much less loss due to lesser acceleration ofa large amount of the fluid medium.

Because of the compressibility of the air, very high speed propellersare unsuitable for driving an aircraft which is starting out from a lowspeed. Therefore, high speed propellers are preferably installed withvariable-pitch mechanisms, in order to operate more efficiently. It isas desirable for side propellers as for screw-type propellers to installvariable-pitch devices since the cylinder jacket of the fluid mediumwhich is engaged by the propeller is given by F = π.d.v.s, and dependson the forward speed of the moving body v. When in side propellers withend plates the end plate supports are shaped like conventional radialpropeller blades, these end plates supports can aid the forwardpropulsion as in conventional propellers and can, when pivoted forstarting out the body from a low speed by means of conventionalpitch-adjusting devices, aid in increasing propeller efficiency asdescribed with respect to FIG. 11.

As shown in FIGS. 12 and 13, a side propeller can be arranged so theblades can be folded inwardly or outwardly with respect to the propellershaft axis. This permits the blades to act as conventional propellerblades at low traveling speeds, yet also allows efficient operation athigh traveling speeds through the fluid medium.

The propeller pitch relative to the propeller shaft axis is variable toprovide optimum efficiency at either high or low traveling speeds. Hub350 has mounted thereon a plurality of side propeller blades 352, eachblade being set at pitch angle 354 with respect to a tangent to thepropeller circle. The pitch angle of the blades for high speed operationis shown at 356 with respect to parallels to the propeller shaft axis,while the pitch angle 356 may be adjusted by an amount equal to angle358 in order to allow for efficient lowspeed operation. Modification ofpitch angle 356 is effected by moving adjusting rod 360 as shown at 362.Each blade is pivotally mounted to the hub by a pivot 364 and isconnected to the adjusting rod 360 at lever point 366. Although thesystem shown is a somewhat crude representation of a mechanicaladjustment linkage, it will be understood by those skilled in the artthat any conventional pitch-adjustment apparatus may be used to effectthe pitch adjustment. Rotation of the adjustable side propeller in theclockwise direction 368 will result in thrust in the traveling direction370.

FIG. 14 is a perspective view of a side propeller similar to that shownin FIGS. 10 and 11, wherein end plates 372 are mounted on end platesupport arms 374 of propeller hub 376. The end plate support arms may beshaped to act as conventional screw-type propellers and the end plates372 are properly pitched as described above with respect to FIGS. 10 and11 in order to provide thrust in the traveling direction 378 whenrotated in the counterclockwise direction 380 as shown.

FIG. 15 shows a perspective view of a side propeller with end platessimilar to that of FIGS. 7 and 8, wherein the end plates 382 areextended so as to contact one another and thereby form a substantiallyclosed cylinder 384. End plate support arms 386 may also be shaped toact as a conventional screw propeller and to properly align cylinder 384coaxially with propeller hub 388. Rotation of the propeller in thecounterclockwise direction 390 produces thrust in the travelingdirection 392.

With respect to all embodiments of the side propeller inventiondescribed above with respect to the present invention it is to beunderstood that the side propellers may be arranged in such a mannerthat they are in front of the body to be propelled through the fluidmedium, behind such body, or in front of pods which are positionedoutboard from the body, such as wing-mounted engine pods on an aircraft.When the side propellers are arranged with the end plates or bladesmounted behind the body or behind a wing pod, the end plates or bladescan effectively utilize the jet contraction which follows the passage ofthe body through the fluid medium. When the end plates operate in theconfluent flow lines behind the body, the secondary pitch angle of theblades or support arms (that angle measured with respect to thepropeller shaft axis) may be correspondingly smaller for efficientdeflection in the propulsion direction of the lateral force produced bythe end plates or blades.

The side propellers of the present invention compare very favorably withconventional propellers regarding the amount of propulsion lost throughthe hub. When, for example, the diameter of the propeller is 0.55 metersand that of the hub is 0.15 meter, the area loss in the propeller circleis about 7%.

Further, while in conventional screw-type propellers, the longitudinalaxes of the blade shapes are pivoted about the radius of the propeller,the end plates or side blades of the present invention are pivoted atpitch angles about parallels to the propeller shaft which will providethe most efficient operation. The blades or end plates are also set atan angle with respect to the propeller shaft axis in order to deflectthe lateral force into the rearward direction to provide forwardpropulsion. The lateral force is at high traveling speeds so large thatthe mechanical centrifugal force of the end plates or side blades ismore than compensated by the aerodynamic lift force of the end plates orside blades, whereby the end plate supports are subjected to acompressive load rather than a tensile load.

It will be understood by those skilled in the art that the propellers ofthe present invention may be constructed of any suitable materialsconventional to the art. For example, the blades, end plates, end platesupports and hubs may be of brass or aluminum alloys which are cast,welded and finished in a manner presently used for screw-typepropellers. The blades and other propeller parts might also beconstructed of fiberglass reinforced resinous material or the like.

I claim:
 1. A propeller for providng forward thrust to a body travellingat relatively high speed through a surrounding fluid medium,comprising:(a) a propeller hub having an axis of rotation; (b) aplurality of airfoil surfaces mounted to and distributed radially aboutsaid hub; the position of each said airfoil surface being defined byfirst and second pitch angles, respectively, said first pitch anglebeing the angle in the rotation direction between the profilelongitudinal axis of said airfoil surface and a tangent on the circulararc described by the rotation of said airfoil surface about saidpropeller shaft, and said second pitch angle being the angle between theprofile transversal axis of said airfoil and said axis or rotation, saidsecond pitch angle being less than 90°, whereby the volume described bysaid rotation propeller is substantially conical in shape and wherein alarge volume of said fluid medium is accelerated only slightly by saidpropeller, thereby resulting in a relatively high level of propellerefficiency; and (c) peripherally adjacent airfoil surfaces havingoppositely oriented first pitch angles with respect to their tangentsand oppositely oriented second pitch angles with respect to the axis ofrotation, so that alternate airfoil surfaces will direct fluid radiallyoutward, whereas the remaining airfoil surfaces will direct the fluidradially inward.